2027 Mazda CX-6e review: Quick drive

Mazda’s electric vehicles (EVs) are like London buses. You wait years for one to rock up and then two arrive at the same time.

Rival mainstream brands including Toyota, Nissan, Hyundai, Kia and Subaru have been selling EVs in Australia for years, but Mazda’s debut entry didn’t arrive until July, in the form of the 6e – a mid-size liftback successor to the Mazda 6.

Now, just months later, a second battery-powered Mazda model has arrived on our doorstep – and, like the 6e, the CX-6e (or ‘sexy’ if you rate the design, as I do) is another product of Mazda’s partnership with Chinese automotive powerhouse Changan.

But it’s arguably even more important than the first.

Because, while the CX-6e shares a platform and key specifications with the 6e, it’s a mid-size SUV, which means it’s likely to appeal to a much broader audience.

That includes not only fresh EV converts chasing an alternative to the likes of the Tesla Model Y, BYD Sealion 7 and Zeekr 7X, but also Mazda loyalists who’ve been hauling the kids around in a CX-5, patiently waiting for this precise moment.

Indeed, Mazda sees the potential for CX-6e sales to touch 12,000 per year, which would make it both the brand’s second best-selling model and the third best-selling EV Down Under.

But does this fashionable latecomer have the substance to justify its predicted popularity? We get behind the wheel for the first time to find out.

How much does the Mazda CX-6e cost?

While some may baulk at Mazda’s decision to co-develop and build vehicles with a Chinese partner, the resulting prices are hard to argue with.

At just $53,990 before on-road costs, the base CX-6e GT undercuts key rivals including the Model Y (from $58,900), Sealion 7 (from $54,990) and 7X (from $57,900).

Having said that, Australia’s EV market is shifting every day, so it’s hard to know if the CX-6e will remain strong value going forward.

For example, the competing Nissan Ariya can now be had for as little as $42,990 drive-away. Not that long ago, the model range opened from $54,840 plus on-road costs.

To see how the Mazda CX-6e lines up against the competition, check out our comparison tool

What is the Mazda CX-6e like on the inside?

There’s a lot to get your head around here.

Because while the sophisticated design and soft-touch materials are quintessentially Mazda, the CX-6e operates a lot more like a Chinese EV inside.

In the complete absence of central physical switchgear, everything starts and ends with the infotainment touchscreen – a whopping 26.45-inch unit that serves as the control centre of the vehicle.

It’s unlike anything fitted to any local-market Mazda before – much bigger than the screen in the related 6e, and different in philosophy from the Mazda Connect family of systems.

Owners coming from other Mazda models are likely to face teething issues as a result, particularly given the layered nature of the CX-6e’s infotainment. Granted, its app-grid setup is akin to a modern smartphone – tech most of us are familiar with – and customisable pinned shortcuts along the base ensure easy access to key functions.

Unfortunately, the climate controls are among the many functions housed within the screen, with adjustments often requiring several accurate taps – a challenge while on the move.

Voice control serves as an alternative for drivers who prefer to keep their hands on the wheel, though we’ll need more time to confirm its competence. The same can be said of the gesture controls, as while I can just about stomach talking to a car, I can’t bring myself to use hand signals.

Then there’s the external announcement function, which allows you to broadcast your own voice or a pre-typed message outside the car at speeds below 7km/h. It’s undeniably hilarious, especially given there appears to be no filter on what you can say, though it’s probably best used with some restraint.

Honestly, who asked for all this?

This sense of bewilderment turns to frustration when niche features appear to take priority over nailing the basics. Exhibit A: the climate system, which seems to have a mind of its own, regularly blowing too hot, too cold or too weak.

Back to the infotainment, though, and it does carry several advantages over the systems found in other Mazda SUVs. A combination of size, convenient positioning and responsiveness makes it easier to interact with, for one.

And for all the ridiculous features you’ll probably never use, there are a few useful ones. In addition to the essentials – Bluetooth, wireless smartphone mirroring and native navigation – the CX-6e also comes with customisable ambient lighting, cabin comfort modes (Relax, Pet and Camping), and a comprehensive configuration menu for the sound system.

Even when left in its default settings, the 23-speaker arrangement delivers a better audio experience than just about any SUV at this price point. It’s not hard to figure out why – the equivalent Model Y, 7X and Sealion 7 all have 12 speakers or fewer.

The enormous infotainment display also stretches well beyond the centre of the dashboard, suggesting the person riding shotgun stands to benefit from the extra screen ahead of them.

In reality, that additional display area is largely wasted. While it provides slightly easier access to key functions such as media, navigation and climate settings, there’s no scope for the passenger to stream video content or play games, and any touch inputs temporarily prevent the driver from making adjustments of their own.

More unusually, there’s no conventional instrument display ahead of the driver. Instead, key information such as vehicle speed is projected onto the windscreen via a bright, highly legible head-up display.

Sticking with the theme of unconventional displays, the Azami’s digital side mirrors feed vision onto screens recessed neatly into the door cards.

This clean integration helps to preserve the overall interior aesthetic, which is something of a highlight. The smooth, cohesive curve created by the upper sections of the doors and dashboard gives the CX-6e quite a premium, lounge-like feel, and that’s mostly backed up by the materials used throughout – a combination of supple leatherette, available in black or beige, and soft-touch plastics.

The front seats are quite lounge-y, too, with thick cushions, forgiving bolsters and integrated head restraints. Three-stage heating and ventilation are standard even in the entry-level GT, although there’s no scope to tilt the seat base for additional under-thigh support.

I’d also appreciate more reach adjustment for the sporty, flat-bottomed steering wheel, although the driving position is still far more natural than in the 6e.

The steering wheel itself does away with the Mazda badge in favour of generic script, and houses a set of unseparated, cheap-feeling buttons that offer little feedback and are too easily pressed while turning. There are at least two customisable shortcuts marked by a star, which prove genuinely useful for disabling the annoying overspeed warning system.

While the tech and controls can make life difficult, storage is plentiful, with roomy door bins, a deep split-opening centre armrest compartment with ventilation, dual cupholders and two dedicated phone spaces. The lower central tray is served by USB-A, USB-C and 12V power outlets, ensuring devices of all shapes and sizes stay charged.

Space and practicality are likewise strengths of the second row, giving the CX-6e a strong selling point against its many mid-size SUV rivals.

At 185cm tall, I enjoyed ample headroom and half a dozen inches of kneeroom behind my preferred driving position, plus plenty of space for my size-13 feet to slide under the front seats. The middle passenger isn’t afforded quite the same luxury, though the flat floor still makes the centre position genuinely usable.

The outboard seats go further, offering more lateral support than most family haulers.

To top it off, rear passengers are treated to a long list of amenities. Kiddos can tinker with climate settings and the position of the sunshade using a small touch-sensitive display, while storage is again in strong supply. That said, there’s only one USB-C outlet to share between up to three people – that math doesn’t math.

For all the space available to passengers, the boot is on the smaller side. A high floor and limited depth eat into its usefulness, so larger loads will require folding the 60:40-split rear seatbacks.

It’s not like there’s a spare wheel under the boot floor, either, as Mazda only provides a tyre repair kit.

Charging cables are best kept under the bonnet, where you’ll find a plastic tub with 83 litres of usable capacity.

To see how the Mazda CX-6e lines up against the competition, check out our comparison tool

What’s under the bonnet?

Like the 6e, the CX-6e is powered by a 190kW/290Nm rear-mounted electric motor fed by a 78kWh lithium iron phosphate (LFP) battery pack, with claimed driving range pegged at up to 484km on the WLTP test cycle.

Mazda claims it can be DC fast-charged from 30 to 80 per cent “in as little as 15 minutes”, with charging capacity capped at 194kW – better than many public chargers can muster.

To see how the Mazda CX-6e lines up against the competition, check out our comparison tool

How does the Mazda CX-6e drive?

The driving experience is going to feel very alien to buyers coming from other Mazda SUVs, and that’s not just because the CX-6e is powered by electricity.

This is apparent from the outset, as there’s no traditional startup procedure. Instead, you just flick down the steering column-mounted stalk and set off.

Unlike many EVs, the CX-6e doesn’t move in complete silence – intriguing sci-fi tones play through the speakers during moderate-to-hard acceleration. However, they promptly fade away as you lift off the throttle, giving way to quiet serenity.

Rolling refinement is indeed a highlight – regardless of speed, outside noise rarely penetrates the cabin, leaving you to enjoy that 23-speaker sound system in peace. Well, provided its not playing safety warnings… but more on that later.

Around town, the CX-6e picks up speed with far less fuss than something like a CX-5. Acceleration remains smooth and linear well into triple figures, but don’t expect it to trouble anything – let alone dual-motor electric SUVs – at the drag strip. Still, there’s enough performance on tap to make light work of everyday overtaking.

Slowing down doesn’t require much effort, either. The brake pedal feels progressive and blends regenerative and friction braking smoothly, while four regen settings let you tailor the intensity of off-throttle deceleration.

There’s no single-pedal driving mode, although the strongest regen setting comes close. Annoyingly, changing between levels requires a trip through the touchscreen.

Regardless, it doesn’t take long to get into a flow at urban speeds, even if you’re new to driving an EV.

The digital mirrors take more acclimatisation. You’re forced to glance down at an interior display when changing lanes, with the view widening after you indicate. Mazda says the side cameras increase your field of view by 30 per cent, but I’m not convinced. And those little T-Rex arms can’t be cheap to replace if they’re damaged or fail.

The CX-6e’s learning curve also extends to how it steers and handles.

Mazda says it has gone to great lengths to imbue Changan’s EPA1 platform with its ‘Jinba Ittai’ – or “horse and rider as one” – philosophy. Compared with the Chinese-market EZ60, the CX-6e adopts a stiffer chassis and Michelin tyres, while the version we get in Australia features a European tune for the electric motors, brakes, steering and dynamics software.

The result? A car that feels sharper and more responsive than most Chinese rivals, yet still less so than European and Japanese alternatives and, by extension, other Mazdas.

Take the steering, for example. It’s firmer and slower than that of the CX-6e’s Deepal sibling, which helps the the car feel more engaging, yet there’s still very little feedback through the wheel. Switching to Sport mode only adds more weight, to the point where the steering feels bogged down. Best leave the settings alone, then.

The chassis follows a similar theme.

Body control is impressive for such a big, heavy SUV, while premium Michelin tyres provide consistent grip. A rear-wheel drive layout and rear-biased weight distribution also give the CX-6e the kind of natural handling balance rarely afforded by family vehicles.

At the end of the day, though, it still weighs 2155kg – around 200kg more than a base Model Y – and you can feel that mass during spirited driving.

It’s also apparent in how hard the suspension has to work. On 21-inch wheels, the Azami can feel jiggly and unsettled at lower speeds, bobbling over minor imperfections and thumping across larger bumps in an unsophisticated manner.

The GT is noticeably more compliant, with ride comfort levels sitting somewhere between the plush 7X and the more brittle Model Y.

Both variants also settle down at higher speeds, absorbing ruts and potholes without bouncing around excessively.

But that’s when the active driver assistance systems (ADAS) arc up. The CX-6e has a beep or chime for just about everything, including a raft of safety alerts that regularly disturb the peace in the cabin. Some, such as the overspeed warning, can be disabled, though keeping the car quiet requires repeated intervention from the driver.

Handing control over to the semi-autonomous ‘Cruising and Traffic Support’ system doesn’t bring much relief. It maintains speed and following distance well enough, though constant steering micro-adjustments and unnecessary reminders to keep your hands on the wheel quickly frustrate. As such, you’re better off just taking care of everything yourself.

To see how the Mazda CX-6e lines up against the competition, check out our comparison tool

What do you get?

The CX-6e range is quite straightforward, as the only changes for the flagship Azami are bigger wheels and a set of digital mirrors.

2027 Mazda CX-6e standard equipment highlights:

• 19-inch alloy wheels in 235/55 R19 Michelin ePrimacy tyres
• Tyre repair kit
• Automatic LED headlights
• Automatic high-beam
• Heated, power-folding exterior mirrors with memory
• Hands-free power tailgate
• Rain-sensing wipers
• Proximity entry and start
• Panoramic glass roof with electric sunshade
• Advanced keyless entry
• 50-inch head-up display
• 26.45-inch central touchscreen display
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• DAB+ digital radio
• 23-speaker sound system
• Wireless phone charger
• Heated and ventilated front seats
• Leatherette seat upholstery
• 8-way power driver’s seat
• 4-way power passenger seat
• Leatherette-wrapped steering wheel
• Heated steering wheel
• 3-zone climate control with rear controls
• Auto-dimming rear-view mirror
• 256-colour ambient lighting
• 1 x front USB-A outlet
• 1 x front USB-C outlet
• 1 x rear USB-C outlet

The Azami adds:

• 21-inch alloy wheels in 255/40 R21 Michelin Pilot Sport tyres
• Digital rear-view mirror
• Digital exterior mirrors

Both variants also support Mazda EV Bluetooth key and smartphone app functionality, which allows remote operation of the vehicle’s climate control, locks and windows, while also offering remote vehicle tracking, charging management, vehicle sharing, and battery preconditioning.

The only option available for the CX-6e is a Warm Beige interior, which attracts an additional charge of $1000.

To see how the Mazda CX-6e lines up against the competition, check out our comparison tool

Is the Mazda CX-6e safe?

The Mazda CX-6e has yet to be assessed by independent auto safety authorities Euro NCAP and ANCAP.

Standard safety features include:

• 9 airbags
• Adaptive cruise control with cruising and traffic support
• Blind-spot monitoring
• Driver attention monitoring
• Lane-keep assist
• Rear cross-traffic assist
• Safe exit warning
• Surround-view camera with see-through view
• Traffic sign recognition
• Front and rear parking sensors

To see how the Mazda CX-6e lines up against the competition, check out our comparison tool

How much does the Mazda CX-6e cost to run?

Mazda Australia backs its vehicles with a five-year, unlimited-kilometre vehicle warranty.

The CX-6e isn’t especially cheap to maintain, with five years of scheduled maintenance costing $1860. That’s broadly in line with many rivals, though Mazda stretches service intervals to 20,000km.

Importantly, the CX-6e also benefits from Mazda’s extensive dealer network, which spans more than 150 locations across Australia – far more than most Chinese brands.

To see how the Mazda CX-6e lines up against the competition, check out our comparison tool

CarExpert’s Take on the Mazda CX-6e

The price is right, but the product isn’t quite.

Outside, the CX-6e makes a positive first impression with its distinctive yet classically attractive design.

Once you slip into the driver’s seat, though, cracks start to appear. The controls are unintuitive, the climate control inconsistent, and the touchscreen too big and complicated for its own good. All of which is a shame, given the materials and sound system deliver genuine wow factor.

Moving back, you’re momentarily reminded of the value proposition, as the second row is spacious and well-appointed. The boot? Not so much.

And, on the road, it just doesn’t drive with the verve of other Mazdas. The powertrain is just about adequate in terms of performance, refinement and efficiency, but a kerb weight of nearly 2.2 tonnes compromises both ride and handling. Intrusive safety systems further detract from the experience.

Ultimately, I’d rather spend this kind of money on a more cohesive package such as the underrated Skoda Enyaq. If your budget can stretch a little further, the Tesla Model Y remains the segment benchmark.

Still set on the CX-6e? Go for the cheaper GT. The Azami’s digital mirrors are an acquired taste, while its larger wheels substantially hurt ride compliance without enhancing its appearance enough to justify the trade-off.

CarExpert can save you thousands on a new Mazda CX-6e. Click here to get a great deal.

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